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I've thought of this often, but no one who opposes bike lanes ever brings this up.

The bike lanes aren't replacing vehicle lanes, they're replacing street parking which is a horrible use of space in 2024.
That is mostly true for streets in the core, but not so much in the suburbs. However, the popular opinion here is, "one less lane".
 
Does this include parking lanes. For me it’s time for on street parking to go extinct. I’d rather have wider sidewalks, wider bike lanes, than to save spots for parking. And parking on places like DuPont or Dufferin just slow down the whole street. Waiting and watching people attempt to parallel park on places like St clair is a test of patience. Again larger sidewalks and larger bike lanes.and make sure every streetcar has its own lane. We’ve over complicated this problem.

Can someone explain to me the practical purpose of the grass between the curb and the sidewalks in the suburbs. Remove that grass and throw in a bike Lane without taking anything away from cars.
The grass between the curb and the sidewalk leaves room for piling snow.
 
This might be another disaster like the Crosstown if the province builds this. Ontario should fund it, but the TTC should design and complete this.
That's assuming the TTC still has the institutional knowledge to do something like this. I don't think the TTC is in a better position to fulfill a project like this (if anything, Metrolinx literally has 4 subway projects right now, I think its easy to argue that they are at an advantageous position in terms of experience).
 
This might be another disaster like the Crosstown if the province builds this. Ontario should fund it, but the TTC should design and complete this.
ehhh TTC is no better


https://archive.is/5Kqpw




 
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That's assuming the TTC still has the institutional knowledge to do something like this. I don't think the TTC is in a better position to fulfill a project like this

The TTC still has a huge construction and planning division, and is heavily involved in any Mx project where they are likely to be the future operator.

(if anything, Metrolinx literally has 4 subway projects right now, I think its easy to argue that they are at an advantageous position in terms of experience).

Regrettably this is not true.

By which I mean, Mx has very few direct staff knowledgeable about building these types of projects, they tend to contract for that expertise.

Additionally,Mx has incredibly high churn.......so when they do get people who know what they're doing...........they leave.

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That's not to suggest the TTC would necessarily do a much better job managing these projects..........though I doubt they would do any worse.

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Its worth noting Mx doesn't even directly operate GO Trains. It owns the rolling stock and the yards and much of the rail, but it contracts out the rail maintenance and the operation of the trains to third parties.
 
That's assuming the TTC still has the institutional knowledge to do something like this. I don't think the TTC is in a better position to fulfill a project like this (if anything, Metrolinx literally has 4 subway projects right now, I think its easy to argue that they are at an advantageous position in terms of experience).
My problem with this is that MX's very first project they messed it up. Even when the Crosstown is done, We have to build the Eglinton East LRT separately because they messed up the tunnel, which hurts it's business case. FWLRT only go done because they didn't have to dig down anywhere.
ehhh TTC is no better


https://archive.is/5Kqpw




The subways they can get done. There was a delay on the Yonge University extension, but that was months and not years. That was also because of Del Duca. I will give you the streetcars, but they could fix that easily if they had the willpower too. They need to open more reserve tracks so it's easier to modify routes imo.

The TTC still has a huge construction and planning division, and is heavily involved in any Mx project where they are likely to be the future operator.



Regrettably this is not true.

By which I mean, Mx has very few direct staff knowledgeable about building these types of projects, they tend to contract for that expertise.

Additionally,Mx has incredibly high churn.......so when they do get people who know what they're doing...........they leave.

****

That's not to suggest the TTC would necessarily do a much better job managing these projects..........though I doubt they would do any worse.

****

Its worth noting Mx doesn't even directly operate GO Trains. It owns the rolling stock and the yards and much of the rail, but it contracts out the rail maintenance and the operation of the trains to third parties.
MX is full of ex consultants, that's the first problem. Ford is too hands off now.
 
ehhh TTC is no better


https://archive.is/5Kqpw




Can we maybe not use this feed to discuss a transit agencies competence
 
Can we maybe not use this feed to discuss a transit agencies competence
Nahh, I think a transit agency's competence is quite important and relevant, considering they will be operating the new LRT and they take on quite a number of infrastructure projects....if you don't wanna discuss it, just don't be a part of the discussion.
 
I mean, based on the past couple of years, Metrolinx has somewhat taken on the role of a contract administrator, rather than an agency building a design department. That to me says enough. We've seen cases in North America where a bulk of the design (or at least the input) comes in from the operator (The TTC, BART, ARTM, WMATA, MTA, SEPTA, and the CTA), and the picture isn't particularly clear.

On one hand, we'll have successful projects like the TYSSE, BART SVi (not ii), WMATA Silver Line, CTA and the Red Line Extension/new Red, but on the other, we'll have projects like the ARTM's blue line extension, all the MTA extensions, and the SEPTA KOP extension. What differentiates these projects? Truthfully, it's hard to tell, perhaps it's the extent of outsourcing, perhaps it's the QC standards, perhaps it's even the built environment, but regardless of what it is, there's no definitive explanation.

Contrast this to the P3 model, where the success stories of REM, the Canada Line, the Regional Connector, the MBTA green line extension (post restructuring), iON, maybe even Sepulveda, but these usually come at the cost of extreme value engineering (see the terrible lack of passenger grade separation on the MBTA green line, the patchwork on iON, the lack of escalators on REM, or the extremely small stations on the Canada line), high operations costs (see the OL, Canada Line, potentially even REM), or design sacrifices (regional connector surface sections, iON 90° turns).
However, for every success story we see with the P3 model, we see a disaster show of some sort — the Crosstown, Finch West, the Maryland Purple Line, LAX people mover, Honolulu's Skyline...all projects mired in issues that have ballooned costs in some manner.

Like with the P3 model, the Design-Build model is really a dice roll when it comes to project stability. Honestly, it's really anyones guess over whether Sheppard going the Metrolinx/TTC path will be effective. We'll honestly have to wait and see what becomes of the SSE — an extension of the existing subway system. If Metrolinx management can pull it off and commission it within a similar timeframe as the TYSSE, then whatever they're doing is effective enough. If it becomes a logistical nightmare like the Crosstown, we have other issues then.
 
TYSSE - didn’t Byford fire some guys on that right after he took over? And there was a lawsuit about who would pay overruns? Ain’t no project without drama, it seems
 
TYSSE - didn’t Byford fire some guys on that right after he took over? And there was a lawsuit about who would pay overruns? Ain’t no project without drama, it seems
It gets worse! The TTC was suing the builder for not building to plan, then also suing the architect for making bad plans. Which the builder said why are you suing us if you gave us bad plans?

The principal players in building the station are blaming each other for delays to the project. Walsh Construction, the company that built the station, has sued the TTC and is seeking $218.8 million for alleged breach of contract, negligence and amounts owing. The TTC denies the claim and is countersuing Walsh for $22.4 million for delays it says the company is responsible for.
The transit agency has also filed suit against the consultants it hired to design the station, a firm called the Spadina Group Associates, alleging they breached their contract by supplying faulty plans
 

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